PLEASURES OF LIFE
My Sunbeam
A boy and his car
By Ron Johnson
During my junior year of high school, my dad brought home a brand-new Carnival Red 1969 Sunbeam Alpine GT, manufactured by Rootes Motor Company of Coventry, England. The Alpine was assembled under the auspices of Chrysler UK at the Ryton-on-Dunsmore plant in Warwickshire, a former aircraft engine plant. The original beloved and much coveted Sunbeam Alpine roadster was also born and eventually died there.
Even though my dad grew up in a strict GM culture, he eventually became a devout Chrysler-Mopar guy. He was a bit like Henry Hill’s mother in Goodfellas. She didn’t care that Henry’s employers were mobsters; all that mattered was that they were from the same part of Sicily. There was not much information available on the ill-conceived 1969 Sunbeam, but all my dad needed to know was that it was a Chrysler product.
The deal was that I would pay him as much as I could toward the $2,535 price (plus tax and tags, of course) whenever I could, until he was satisfied that I was substantially paid up. Considering my menial and short-lived jobs at Burger Chef, Tony’s Hardware and the New Orleans riverfront, among other places, it would take some time.
This was not the Sunbeam Alpine roadster of James Bond, Arnold Schwarzenegger or even Grace Kelly. It never appeared in any movie. It was a car that was hastily conceived and designed to be sold by Dodge dealers in the U.S. as nothing more than a cute, entry-level economy car — a captive import aimed poorly at Japanese and German imports, like Nissan, Toyota and Volkswagen. It was actually a very attractive little fastback coupe — not accidentally reminiscent of the iconic Plymouth Barracuda — and the idea could have worked well for Chrysler Corporation but, for reasons that would soon become obvious, only a handful were sold in North America.
My bright red Sunbeam was an instant standout, mostly because it was flashy and unique. I doubt 20 were sold in my hometown of New Orleans, but it was an attention-grabber. Unfortunately, most of that attention was afforded by the service department at Gentilly Dodge. Before we got the car on semi-solid footing, many significant components had already failed and had been replaced. If I chose to operate the manual windows, I was likely to come away with the crank in my hand. The side windows would also fall out of their flimsy channels on their way up or down.
The build logic on the car was amazingly inept. It had obviously been rushed to market and possessed the worst traits of any English car ever built, which was a powerful statement. It was naturally air-conditioned by the hot and humid nights of South Louisiana, and there was no radio until I installed an aftermarket Telefunken. The car was full of devilment.
Many of the problems presented themselves before 12,000 miles, which was the extent of a new car warranty in those days. Common replacement parts were largely unavailable from the dealer, or anywhere else, and techs resorted to cannibalizing new car inventory to honor warranty commitments.
The pillarless coupe was vastly different from the typical car produced in the U.K. It was said to replicate a cabriolet with a hardtop attached. If anyone had been honest, they would have admitted the two-door “fastback” design was just another way to save costs. It was neither water- nor airtight. The Lucas electrical system was quirky and inept. In fact, Lucas was said to be part of the reason English cars once had a reputation for poor reliability. Amusingly, car enthusiasts referred to Lucas as “the Prince of Darkness” for its alleged propensity to leave drivers stranded in the dark. Rocker Ozzy Osbourne, another “Prince of Darkness,” once worked for Lucas and was believed by some to have stolen his famous nickname from his infamous employer.
The Alpine GT was not without beauty and character, however. It was much like an attractive and temperamental actress, with excellent makeup and great hair color, but was flawed in almost every other way, often requiring a high level of maintenance. All the misery was transpiring while the outside world was saying, “Isn’t that a pretty little car.”
On one Saturday afternoon just before our high school graduation, the late David Peralta and I decided to take two of our more adventurous female friends on a 300-mile road trip to visit a college that had a reputation for being a party school. The plan was to party into the evening with older kids we knew, and then drive back home, getting the girls safely back into their front vestibules in time to honor their strict 1 a.m. curfews.
On our way back to New Orleans, along highway 190 near Krotz Springs, Louisiana, I heard a loud thumping sound coming from the engine compartment. Upon inspection, we saw a broken and frayed fan belt lodged near the water pump pulley. Naturally, it was a Lucas-supplied part. Help was unavailable. After sitting in the driver’s seat for 30 minutes, on a shoulder made of oyster shells, pondering how we were going to explain being stranded in the middle of Cajun nowhere, I had an idea. Could we fashion a pair of pantyhose into a makeshift fan belt?
Fortunately, both girls were wearing replacement parts. I did my best to replicate the belt in terms of length, doubling the nylons for strength. The first pair lasted about 30 miles. The second and stronger pair got us into Baton Rouge, where we were able to find an Esso station (before it was rebranded Exxon) on Airline Highway that had some belts hanging in the back of their service bay. The young attendant let us do some experimenting until we found a $6 Atlas V-belt that did well enough to get us back to New Orleans. While the two fathers were not happy we busted curfew, my dad praised me for my out-of-the-box thinking.
A lot happened in and around that little coupe. Money was exchanged when a good friend, Jay Whittington, was able to lift the rear end of the car clear off the ground. On another occasion, my 18 year-old girlfriend learned the basics of driving a stick shift in the Alpine while I pushed her out of the sand along Lake Pontchartrain in Slidell. It got me to Superbowl IV, where a $7 ticket allowed me admittance into the North End of Tulane Stadium to watch the Chiefs beat the Vikings 23-7, before 80,000 fans.
The car could frequently be seen in the parking lot of the Rockery Inn, where bellhops would deliver, without the presentation of an ID, cocktails or beer to a tray hanging on the driver’s side window, regardless of whether food had been ordered. And, amazingly, it also got me back and forth to college without incident, more times than not.
The car also gave life and was perfectly capable when it was most needed. Early in my freshman year of college, it reliably transported my roommate and his girlfriend, who had hidden her pregnancy, to the hospital an hour before she delivered a beautiful baby girl. Their plan was to give the baby up for adoption and never tell their parents. They had everything carefully mapped out. And they would have gotten away with the ill-fated plan had the hospital not hunted the new mother down through the university for a $29 payment and mailed the bill to her parents’ home. I don’t know what happened to either of them, or the baby, who would be in her mid-50s now, but I am grateful the fickle Sunbeam started that night.
In 2009, I visited Birmingham in the U.K. for a conference. Driving back to Heathrow, I took a detour and stopped in Coventry to gaze at where that old Sunbeam had been produced some 40 years earlier. The vintage Rootes factory had been demolished. Adjacent buildings were in ill repair. There was nothing romantic about it. I didn’t know what to think or how to react. Should I pray, shake my fist, or just quietly walk away? After all, an important piece of my personal history started there. I simply bowed, smiled, and got back into a comfortable rental car, built by Rover.
I once told my dad, not long before he died, that I was inclined to find another Sunbeam like the one we had and restore it. He just looked down at me over his reading glasses, in a way only he could, and simply said with a half-smile, in his clear trademark baritone, “Are you crazy?”










